Isaiah M. Blankson- NASA GRC Research in Aerospace Propulsion with Potential Collaboration...

8/3/2019 Isaiah M. Blankson- NASA GRC Research in Aerospace Propulsion with Potential Collaboration Opportunities

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NASAGRCResearchinAerospacePropulsionwithPotential

CollaborationOpportunitiesDr.IsaiahM.Blankson

(ST:Hypersonics:

R&T

Directorate)[email protected]

GreatMidwesternRegionSpaceGrantConsortiaMeeting.

OAI

September23 25,20091


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Outline of Presentation

Introduction( GRC core competencies inpropulsion)

Airbreathing(0


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GRC Core Competencies

Power and EnergyConversion Systems

Test and Evaluation forAtmospheric, Space and

Gravitational EnvironmentsInterdisciplinary Bioengineering forHuman Systems

Fluids, Combustion andReacting Systems IncludingGravity Dependence

Aerospace CommunicationsArchitectures & Subsystems

In-Space Propulsionincluding NuclearSystems

AeropropulsionSystems

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NASA Fundamental Aeronautics ProgramNASA Fundamental Aeronautics Program

Hypersonics Conduct fundamental and multidisciplinary research to enable airbreathing

access to spaceand high mass entry into planetary atmospheres

Supersonics Eliminate environmental and performance barriersthat prevent practicalsupersonic vehicles(cruise efficiency, noise and emissions, performance)

Develop supersonic deceleration technology forEntry, Descent, and Landinginto Mars

Subsonic Fixed Wing (SFW)

Develop concepts/technologies for enabling dramatic improvements in noise,emissions and performance (fuel burn and reduced field length)characteristics of subsonic/transonic aircraft

Subsonic Rotary Wing (SRW)

Radically Improve capabilities and civil benefits of rotary wing vehicles(vsfixed wing) while maintaining their unique benefits

Common for all projects: Develop prediction and analysis toolsfor reduceduncertainty in design process and advanced multidisciplinary design and analysiscapabilityto guide our research and technology investments and realize integrated

technology advances in future aircraft


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1. "Greener Aviation" Technologies including emission reduction and noise reduction technologies

as used in the Federal Aviation Administration's Continuous Low Emissions, Energy and Noise

(CLEEN) program, and the European Environmentally Friendly Engine (EFE) program and "Clean Sky"

Joint Technology Initiative.

2. Alternative Fuels including biofuels, as promoted by the FAA's Commercial Aviation Alternative

Fuels Initiative (CAAFI), and the recent FAA grant to the X Prize Foundation to spur development of

renewable aviation fuels and technologies.

3. High Speed Flight Technologies such as supersonic and hypersonic aerodynamics, sonic boom

reduction technology, and thermal management aids.4. Efficient Propuls ion Technologies including open rotors and geared turbofans, such as those used

in the European DREAM (valiDation Radical Engine Architecture systeMs) program.

5. Active Flow Technologies such as plasma actuators.

6. Advanced Materials such as nanotechnology and composites.

7. Active Structures such as shape memory alloys, morphing, and flapping.

8. Health Management such as monitor ing, prognostics, and self-healing.9. Remote Sensing Technologies including unmanned aerial vehicles and satellites such as those

used in NASA's Global Earth Observation System of Systems (GEOSS) program.

10. Advanced Space Propulsion Technologies including plasma-based propulsion such as the

Variable Specific Impulse Magnetoplasma Rocket, and solar sail technologies.

AIAA Top 10 Emerging Aerospace Technologies of 2009


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List of Current and Emerging Propulsion

Technologies at GRC SFW: Conventional Tube/Wing Architecture with podded installation (geared turbofan, very

high bypass ratio, variable area nozzle concepts, etc). Address noise, emission, performance goals.

Hybrid Wing Body/Blended Wing Body Propulsion. Embedded distributed propulsion systems.(Presents an interesting airframe/propulsion/controls integration issue)

Distributed Turbo-Electric Propulsion.

Exoskeletal Engine Concept

Constant Volume Combustion: The Pulse Detonation Turbine Engine

Supersonic Propulsion: Mach 1.6-1.8, small business jets overland. Sonic boom mitigation, cruiseemissions, fuel efficiency, noise reduction goals. Commercial jet at Mach1.8-2.0, variable cyclepropulsion system, cruise emissions, fuel efficiency, etc

PDEs Supersonic Retropropulsion Technology for Mars Entry, Descent and Landing

Hypersonic propulsion:Combined-cycle (turbo-ram-scram) engines (TBCC)

Hypersonic propulsion: MHD-Controlled Turbojet

RBCC: Trailblazer RBCC Engine Flow-path

Electric Propulsion: Next Generation Ion Engine Thruster Technology, NASAs EvolutionaryXenon Thruster (NEXT), HiVHAC

Radioisotope Electric Propulsion (REP):

Chemical Propulsion: Non-toxic Fuels, LOX-Methane, LOX-hydrogen. (in-situ lunar regolithresource).

Others: (Aerocapture, Solar Sails, Plasma Sails, Advanced Chemical Fuels Development, Solarthermal propulsion, etc)

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Subsonic Fixed Wing System Level MetricsSubsonic Fixed Wing System Level Metrics. technology for improving. technology for improvingnoisenoise,, emissionsemissions,, & performance& performance

Approach- Enable Major Changes in Engine Cycle/Airframe Configurations

- Reduce Uncertainty in Multi-Disciplinary Design and Analysis Tools and Processes

- Develop/Test/ Analyze Advanced Multi-Discipline Based Concepts and Technologies

Noise

-60% -75% better than -75%

-33%** -40%** better than -70%

-33% -50% exploit metro-plex* concepts

N+1 (2015)***Generation

Conventional Configurations

relative to 1998 reference


Unconventional Configurationsrelative to 1998 reference


Advanced Aircraft Conceptsrelative to user-defined reference

LTO NOx Emissions (below

CAEP 6)

Performance:

Aircraft Fuel Burn

Performance:

Field Length

-32 dB(cum below Stage 4)

-42 dB(cum below Stage 4)

-71dB(cum below Stage 4)

CORNERS OF THETRADE SPACE

***Technology Readiness Level for key technologies = 4-6

** Additional gains may be possible through operational improvements

* Concepts that enable optimal use of runways at multiple airports within the metropolitan area


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Inlet Flow Distortion Sensitivity and Stability

Tip Leakage Flows in High Pressure Ratio Cores

Combustor/Cooled Turbine Interaction

Endwall Contouring

Turbine Tip Flows

Highly Loaded Low Pressure Turbines

Technologies identified and ranked by NASA-led technical working group (TWG)consisting of representatives from industry, university & government agencies.

Set of white papers prepared by TWG

Top-Ranked Turbomachinery Technology Challenges


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FA-SFW AeroT Research Overview

Highly-Loaded, MultistageCompressor (higher

efficiency and operability)

Low-Shock Design,High Efficiency,High Pressure

Turbine

Aspiration Flow Controlled,Highly-Loaded,

Low Pressure Turbine

CompressorSynthetic Jet FlowControl (reduced

flow losses)

Low PressureTurbine Plasma

Flow Control

FLOW

z

FLOW

z

UW

FLOW

UW

FLOW

Novel Turbine Cooling Concepts


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B-B

A-A

A A

B B

FLOW

X

Z

Experimental Study on Flow Control over aBlade by Acoustic Excitation (Synthetic Jets)

Typical Stator Wake Loss Reductionas a Function of Increasing Mome ntum Coefficient

Synthetic Jet in Axial Compressor stator blade

-25.0%

-20.0%

-15.0%

-10.0%

-5.0%

0.0%

0.000000 0.002000 0.004000 0.006000 0.008000 0.010000 0.012000

M omentum Coeff icient

Momentum CoefficientL

ossReduction

10% to 20% reduction in aerodynamic lossachieved with zero net mass flow devices

Turbomachinery Flow Control Development

Mean velocity contours:


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INSULATOR

ELECTRODE

ELECTRODE

DBD PLASMA

Electrode perpendicularto flow

Active Flow Control via

Oscillating wall jet

FLOW

U

W

Electrode parallel to flow

Active Flow Control via

Streamwise vortices

FLOW

z

Flow Control Using Dielectric Barrier Discharge

Plasma Actuators Round 1 NRAsAdvantages of GDP actuators:

Pure solid state device

Simple, no moving parts Flexible operation, good for varying

operating conditions

Low power

Heat resistance w/ proper materials

APPLIEDVOLTAGE

WIND

2.7 5.3 8.0 10.7

10

20

30

40

Force, mN/m

Bias Voltage, p-to-p, kV

PRR,

kHz

0

1.500

3.000

4.500

6.000

7.500

9.000

10.50

12.00

0 10 20 30 40 50

0

1

2

3

4

5

6

7

8

9

10

11

12

Bias Voltage,

p-to-p, kV

Force,mN/m

PRR, kHz

1.4

2.74.0

5.3

6.7

8.0

9.3

10.7

11.0

Princeton Nanosecond Pulsing NRA

Large force induced with voltage bias

Force Versus Pulse Repetition Rate & Bias


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Blended Wing Body (BWB) Aircraft: Aerodynamic

and Propulsion Benefits and Challenges (I)CURRENT ARCHITECTURE:

Blended Wing Body with Boundary-Layer IngestionInlets/Nacelles: Reduced ram drag, lower wetted area, lowerstructural weight, etc

Anticipated Benefits:Large aerodynamic efficiency (L/D)

Reduced Noise

Reduced fuel burn benefits to HWB aircraft with embedded

engines implies reduced emissions.

Challenges:No Tail: stability and control a critical issue ((staticallyunstable and may need active flight control (B2))

Non-circular fuselage cross-section

Inlet Flow Distortion problems

Propulsion/Airframe Integration: Engines mounted aboveupper surface near trailing edge. Interactions between WING,ENGINES, and CONTROL surfaces introduce designcomplexity.


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Blended Wing Body (BWB) Aircraft: Aerodynamic

and Propulsion Benefits and Challenges(II)

Distorted inlet flowpropagated to fan-face forhybrid wing vehicleembedded engine,highlighting challenges in

fan design and operation.

Boeing and NASA Findings:Noise and fuel burn benefits to HWB aircraft withembedded engines

Challenges: system weight, engine aft noisepropagation, and engine-out maneuverability

Recommendation:Shorten and move engines forward and reduce offset,

while retaining BLI (Boundary Layer Ingestion)


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Core/Combustor TechnologyLow NOx combustor concepts for high OPR environment

Increase thermal efficiency without increasing NOx emissions

Improved fuel-air mixing to minimize hot spots that create additional NOx

Lightweight liners to handle higher temperatures associated with higher OPR Fuel Flexibility

DoD HEETE Program is developing higher OPR compressor technology

. ERA will focus on new combustor technology for reduced NOx formation

Injector Concepts

Partial Pre-Mixed Lean Direct Multi-Injection

Enabling Technology

lightweight CMC liners

advanced instability controls


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FA-SFW AeroT NRA Investment

6 NRAs awarded to universities in LPT flow control

(UofWI, UofMN, OSU, Princeton, USNA, ISU)

Integrated Embedded Propulsion Systems (N+2)

Inlet/Fan InteractionUnited TechnologiesInlet Flow ControlThe Boeing Company

High Fidelity ModelingU. of Tennessee-Chattanooga

Topic AreaPerforming

Organization

3 Round 2 NRAs awarded (work began Oct. 2007)

Round 1 (N+1)

We hope to release a fundamental research NRA in spring 2010

http://nspires.nasaprs.com/external/


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AirbreathingHypersonicPropulsion HypersonicPropulsion(TurbineBased

CombinedCycle(TBCC)Propulsion, Mode

Transition,Bleed

Modeling,

Aero

servo

thermoelasticissuesinhypersonics,Fuels,etc

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THE TECHNOLOGY OF INTEGRATION

AIRFRAME-PROPULSION-CONTROLS INTEGRATION: The need to carefullyintegrate the propulsion system with the vehicle airframe for optimum overallperformance is a fundamental requirement of air-breathing hypersonic vehicles.

The technology of integration is of unique significance in the development of

hypersonic vehicles where each component affects every other component.Unfortunately, engineering practice usually leads to a subdivision by components in the

design, development, and manufacturing processes; so that the technology of

integration is not well-advanced. Consequently, the development of a hypersonic

vehicle requires an investigation and demonstration of an integrated design.

Thermal management and structural integration are other aspects of the integration

problem. Thermal management is critical to defining a practical hypersonic vehicle

concept since the fuel is usually the only hest sink available at hypersonic speed.

PAI is a highly non-linear phenomenon. There are some vehicle design issues that are

sufficiently complex and dependent in some unknown way on scale that they may not be

reliably resolved even by combining test results from a number of separate facilities.

CRITICAL TECHNOLOGIES IN AIRFRAME/PROPULSION INTEGRATION

(1) MISSION/CONFIGURATION CONSTRAINTS (Alternate Concepts)

(2) FLOW-PATH OPTIMIZATION

(3) INSTALLED PERFORMANCE ASSESSMENT 18


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19Hypersonic FY10 workshop July 21-23, 2009

High Mach Turbine

Dual Inlet

ScramjetInlet Bleed Pipes

Facility Strut Mount

High Mach Turbine

Dual Inlet



High Mach Turbine

Dual Inlet



Hypersonic Project

TBCC Technology Development

(I ) TBCC Propulsion System Development

(II) MODE TRANSITION for TBCC Engines a dynamic

phenomenon. (From Turbojet to Ram/ Scram and return)


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www.nasa.gov 20

RESEARCH OBJECTIVES

1. Proof of concept of over/under split flowinlet for TBCC.

-Demonstrate mode transition at large-

scale.

- Develop an integrated database ofperformance & operability.

2. Validate CFD predictions for each inletsdesign approach, and performance andoperability prediction.

3. Develop realistic distortion characteristicthroughout the mode transition Machnumber range.

4. Testbed for future mode transitioncontrols research

5. Testbed for integrated inlet/enginepropulsion system tests

TBCC Mode Transition Study Provides Unique Databases to Assess SOA Design

and Analysis Capabilities to predict Performance, Operability and Integration /Interaction Issues of Wide Mach Range Propulsion Systems

Test Approach1. Inlet w/ simulated Engine backpressure2. Demonstrate mode transition control

strategies and ability to recover from inletunstart

3. Add engines/ nozzle for integratedsystem test

High Mach Turbine

Dual Inlet



FAP Hypersonics - TBCC/CCE Propulsion System

Design & Integration


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Mode Transition

What is the process forsafe and optimum modetransition?

Can we model

components adequatelyto perform a controlledmode transition?

Can we predict andavoid inlet and/or engineunstart?

Can we predict low/highspeed inlet/engine

interaction? -

backpressure and cowlpositioning effects?

Can our design toolsutilize this data to

optimize the

configuration?21

Forebody

Gas Turbine Inlet DMSJ Inlet

Subsonic Diffuser

Forebody

Gas Turbine Inlet DMSJ Inlet

Subsonic Diffuser

Issues:

Forebody Boundary Layer Thickness Propulsion System Mode Transition

Wide Operating Range / Variable Geometry Integration / Interaction Issues

inlet / engine compatibility - unstartminimize frontal area/ maximize thrust

Fully Integrated Inlet / Engine / Vehicle

Scramjet

Turbine Engine

aero load dynamics

bending

bending

drag

aero load dynamics

bendingbending

bending

drag

Aero-Servo-Elasticity


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October 7-9, 2008 FAP Annual Meeting - Hypersonics Project22

BackBack--pressured CFD Study:pressured CFD Study:

Distortion at M4,Distortion at M4,-- high bleedhigh bleed

-- nono v.g.sv.g.s

CFD indicates distortion at Turbine Engine Inlet may be high

Distortion=~8.6%Distortion=~8.6%

=[(max=[(max--min)/min)/aveave]]



-- nono v.g.sv.g.s




-- nono v.g.sv.g.s



-- nono v.g.sv.g.s


Distortion=~8.6%Distortion=~8.6%

=[(max=[(max--min)/min)/aveave]]

Inlet Distortion ScreensTurbine Based propulsionTurbine Based propulsion

Fan Rotor Blisk

What impact does engine inlet distortion have on performance and operability?

Can our tools predict distortion into engine? -With and without bleed?

Can our tools predict impact of distortion on engine performance & operability?

What is the trade off between bleed and inlet exit profile? Are VG's req'd?

Can we predict inlet /engine interaction? - backpressure and cowl positioning effects?

Can Engine unstart inlet and visa versa? Can we detect to avoid unstart? Can we recoverfrom inlet unstart?

Can we Ram Start a turbine engine at High Mach conditions?

Used to simulatedistortion and evaluateimpact o n engine/fanperformance &

operability.

Inlet / Engine Interactions: Distortion, Backpressure


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ELECTRICPROPULSION

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NOVEL AIRBREATHINGENGINE CONCEPTS

(1) EXOSKELETAL ENGINE

(2) MHD-TURBOJET ENERGY

BYPASS ENGINE

(MHD-CONTROLLED TURBOJET)

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EXOSKELETAL ENGINE CONCEPT (ESE)

Consist of a DRUM ROTOR with rotating blades mounted inside serving the usualfunctions of fan, compressor, and turbine.

Rotor blades are carried in COMPRESSION by the rotating outer casing.

Eliminates the shafts and discs and creates an OPEN channel along engine centerline- - a unique feature that may be exploited for a variety of purposes.

Drum rotor design driven by ability to use light-weight materials, CMC materials forhigher temperatures.

Opportunities for research in basic design rules and an understanding of designmethods for this concept. Identify technology barriers that must be resolved toenable the ESE.

Many potential advantages: Significant reduction in overall system weight with acorresponding increase in thrust to weight ratio, elimination of bore stresses inrotating components, increased HCF life for blades, enhanced containmentcapabilities for greater safety of aircraft and passengers, etc

USES of CENTER DUCT:

(1) Ramjet Duct translating center-body for operation to Mach 5. Somewhat similarto J-58 (SR-71) turbine bypass system. Research and simulation opportunities in inletoperation, mode transition,

(2) PDE

(3) Noise reduction inverted velocity profile. Preliminary analysis has begun toquantify the benefits. This is an area of research that invites further study.

(4) Fuel Storage - cruise missile application 31


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EXOSKELETAL ENGINE CONCEPT: Cutaway Views

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3/2000 Rapid Prototype -Solano

Sleeve Bearings


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8/2001 Rapid Prototype -

Blaser

Ball Bearings


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2/2001 Rapid Prototype

Blaser

Ball Bearings


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Ramjet Only

Turbojet & RamjetTurbojet Only

Turbojet InletCompressor

Burner

Turbine

Ramjet Burner Ramjet Nozzle

Turbojet NozzleTurbojet Exhaust Duct& Afterburner

Ramjet Mode (Mach 3 5)

Figure 1: Exoskeletal Mach 5 Turboramjet Concept

Diameter-------------22 inchesLength--------------112 inches

Inlet Maximum AreasTurbojet-------------130 sq inRamjet---------------364 sq in

Fig: 1a

Fig: 1b

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The New Kid on the Block

PLASMA/MHD FlowControl/Propulsion

2 TYPES OF PLASMA:

(1) WEAKLY-IONIZED PLASMA (WINP)These are artificially generated COLD plasmas via various methods(Fast Ionization Wave (FIW) method).Electron temperature about 1-2 eV (up to 30,000K), Gas temperature

about 600K (max), etc. Plasma can be highly localized in flow-field.

(2) REENTRY PLASMAS (Natures mandate)Generally fully-ionized in shock layer (gas-cap) of reentry vehicles.Gas temperatures to 20,000K (Apollo 13, Mach 35 at start of entry).

GRC Interests and Efforts:

(1)Plasma Assisted Ignition and Combustion

(2)Hydrocarbon Fuel Reforming

(3)MHD-Controlled turbojet ( Magnetogasdynamic Power Extraction and Flow

Conditioning in a Gas Turbine) 37


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General Arrangement of MHD-Controlled turbojet

High-Speed Propulsion

GOAL: Extend the operating range of a jet engine to Mach 7

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Mach 7 Inlet

MHD Generator

(AxisymmetricHall Type)

Variable geometry

Mach 3 Inter-stageregion

Turbojet Engine

Allison J-102 Class

Super-conducting

Magnete-beam guns

Bypassdoors

MHD/Turbojet Engine Concept

MHD Power Extraction Patent

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0

200

400

600

800

1000

1200

1400

0 0.2 0.4 0.6 0.8 1 1.2

Entropy (kJ)

Temperature(K)

Oblique

Shock

MHD

Generator

Diffuser

Pre-Ionizer

Nozzle

MHD AcceleratorNozzle

Turbine

Combustor

Compressor

Inlet

Turbojet Process

T, limit

T-S Diagram for MHD bypass concept

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Annular Hall Type MHD Generator for Use with a Turbojet(Based on Hall Thruster Design for Space: E-beam Ionization, or

pulsed FIW techniques ~ preferred)

US patent (6,696,774 B1; 2004). Issued to GRC (Blankson and Schneider).

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Preliminary Results

MHD Bypass Engine Application OSU Evaluation

OSU quasi-1D, nonequilibrium MHD air flow code used

Ionization by uniformly distributed e-beam

Realistic E-beam power 0.11 MW (20 keV electron beam, 0.2 mA/cm2)

10 Tesla magnetic field

0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4

1.0

1.5

2.0

2.5

3.0

E-beam power, MW

Exit Mach number

0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4

0

2

4

6

8

10

E-beam power, MW

Power, MW

Electric power output

Kintetic energy reduction

Substantial reduction in the kinetic energy of supersonic flow is possible

50% Conversion of kinetic energy to electrical power predicted 42


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MHD CONTROLLED TURBOJET:

Initial Analysis MHD Engine Bypass Concept has 2 Major Advantages:

(1) Turbomachinery operates over entire Mach range from 0 7. No mode transition.No deadweight engines carried aloft.

(2) Hydrocarbon Fuel only.

CRITICAL TECHNOLOGIES in: Ionizers (electron beam, microwave, high-voltagepulsed power, etc devices) for sustained conductivity, design of the Interstageregion

ISSUES: Approaches to reduce total pressure loss must be explored,Energetics/economics of this cycle: Competitive with new available technologies.

This Mach 7 (projected) Engine is based on the combination to two proven technologies(each over 50 years old) : (1) Deceleration of an ionized supersonic/hypersonic stream by

applied magnetic fields (MHD) and, (2) Conventional Turbomachinery.

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Opportunities for Research (Plasma/MHD)! Innovative research needed to continue advances in component development as well as to be able

to control the hypersonic environment within, on and near the vehicle, e.g. thermal managementsystems.

New design variables for the 21st Century based on our ability to exploit: flowfield electrical and

magnetic properties, take advantage of interdisciplinary synergies--- Plasma Devices (plasma and applied electromagnetic fields). Vehicle control using plasmas. Shock-

wave control.

--- MHD (Magnetohydrodynamic) Flow manipulation (Russian AJAX). Ability to extract energy fromflowfield and use it as an asset, not a liability.

High Energy-Density Fuels for airbreathing engines.

Dramatically lighter, more durable, high temperature TPS (thermal protection systems).

Control of boundary layer transition: use of non-conventional methods.

Develop Accurate and Efficient Simulation of Hypersonic flows with Plasma/MHD/Chemistry.Nonequilibrium molecular multi-temperature (no-thermal) plasma flow models (computationalcode) incorporating key processes of charged species production and removal, a masterequation for the vibrational levels of diatomic molecules, a Boltzmann equation for plasmaelectrons, and a Poisson equation for the electric field. Ohms law to include, ion slip effects,Hall currents, and electron pressure gradients.

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NASA Glenn Uni ersit St dent & Fac lt Opport nities


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NASA Glenn University Student & Faculty Opportunities

LERCIP (Lewis' Educational and Research Collaborative Internship Program)

Undergraduate & Graduate Students

January 31 Application Deadline

MUST (Motivating Undergraduates in Science & Technology Program)

Focused on engaging students from underserved and underrepresented groups

February 2 Application Deadline

GSRP (Graduate Student Research Program)

January 31 Application Deadline

USRP (Undergraduate Student Research Program)

January 31 Application Deadline (summer session)

February 29 Application Deadline (fall session)

October 22 Application Deadline (spring session)

NGFFP (NASA Glenn Faculty Fellowship Program)

February 15 Application Deadline

http: //www.nasa.gov/offices/education/programs/index.html


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Summary and Conclusions GRC is aligned with and focused on achieving NASA mission success.

GRC has a unique combination of talented people and one-of-a-kind facilities &

tools, well aligned to our eight interdisciplinary core competencies.

Our core competencies have positioned us to strategically encourage andaccommodate further partnerships and investment.

NUMEROUS COLLABORATIVE RESEARCH OPPORTUNITIES EXIST.

Opportunities exist in Aero and Space, across the Mach number range.

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BACKUPSLIDES

48

MHD Energy Bypass with a Conventional Turbojet:


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gy yp jMAGNETOGASDYNAMIC POWER EXTRACTION AND FLOW CONDITIONINGFOR A GAS TURBINE

(In partnership with Ohio State University.) !!!

This Mach 7 (projected) Engine (an AJAX-like development) is based on the combination to twoproven technologies(each over 50 years old) : (1) Deceleration of an artificially-ionizedsupersonic/hypersonic stream by applied magnetic fields (MHD) and, (2) Turbomachinery.

Note that the turbomachine operates over the entire Mach number range (0-7) (ie. no dead-weights, no mode-transition!).

Additional Information is available at:

(1) AIAA Paper 2003-6922, presented at 12th AIAA International Space Planes andHypersonic Systems Conference, 15-19 December, 2003/Norfolk, VA.

(2) S.N.B. Murthy and I.M. Blankson, MHD Energy Bypass for Turbojet-BasedEngines, IAF-00-5-5-05, presented at 51st International Astronautical Congress,October 2-6, 2000, Rio de Janeiro, Brazil

(3) Magnetogasdynamic Power Extraction and Flow Conditioning for a Gas Turbine,AIAA Paper 2003-4289 (Also NASA/TM 2003-212612).

(4) US Patent (6,696,774 B1, 2004) Magnetogasdynamic Power Extraction and Flow

Conditioning in a Gas Turbine. (Issued to Blankson and Schneider)49

Pl f Fl C t l MHD Fl


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Plasma for Flow Control: MHD Flow

Control in Inlets

(U)

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Plasma Assisted Combustion


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Plasma Assisted Combustion

(Ignition, Combustion, Fuel Reforming).

Minimize energy required for ignition and flame stabilization, expand

combustion limits

Provide volumetric ignition (off-wall)

Thermal vs Non-equilibrium processes

Various mechanisms are being investigated: plasma jet generators,

microwave torches, pulsed nanosecond discharges, RF discharges,microwave assisted combustion, surface microwaves, subcriricalmicrowaves, etc.

Ideal Scramjet

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Plasma Assisted Combustion:


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Directions for Research

Minimizing energy input Distinguishing between homogeneous and

heterogeneous mixtures

Operation at realistic pressures andtemperatures

Investigation of heavier hydrocarbons

Investigation of liquid fuels

Refinement of reaction mechanisms

Plasma Assisted Combustion:Opportunities

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MHD/PLASMA: POTENTIAL APPLICATIONS

Turbomachinery-based MHD Energy bypass engines: extends the operatingrange of gas-turbines to Mach 7. (Energy Extraction)

Jet noise reduction

Aerodynamic drag and heat transfer reduction of aerospacecraft

Localized control of hypersonic separated flows, flow control of hypersonicinlets, mitigation of off-design issues for airbreathers, etc

Rearrangement of thermal and mechanical loads on structural elements ofaircraft

Steering/maneuvering of aircraft by electromagnetic forces and moments

Sonic boom mitigation

Control of high altitude (rarefied environment) vehicles: replacement of RCS withplasma actuators.

CEV: Applications in Martian atmosphere

CEV: Lunar dust mitigation and control

PLASMA-ASSISTED IGNITION/COMBUSTION

SPACE SITUATIONAL AWARENESS:Track/ID unknown reentry vehicle fromEM signature

ANTI-RADAR CLOAKING

Protection against RF MICROWAVE radiation

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OBJECTIVES:(1) Establish the feasibility and demonstrability ofkinetic energy bypass from the inlet air stream

of a jet engine. This energy bypass is accomplished using weak ionization of the inlet stream by

an external means and MHD interaction with the ionized gas. The engine consists of an existing

commercial or military jet engine preceded by an MHD power extractor. The jet engine may be

a turbojet (e.g. Allison J-102) or a ramjet, individually, or in various combined configurations.

The MHD power generator is a novel GRC invention (Patent pending). The resulting engine isa revolutionary power-plant capable of flight at Mach 7.

(2) Develop a MHD CE/SE code capable of computing viscous compressible MHD flows with

real-gas effects. The CE/SE method requires no special treatment to maintain the divergence-

free condition on the magnetic field. (Regarding the methodologies used for solving MHDequations, the finite difference and the finite volume methods based on the flux-vector splitting

or the approximate Riemann solvers occupy the dominant position. The main difficulty in these

methods is the imposition of the divergence-free condition div B = 0 for the magnetic field,

which results in a loss of the hyperbolicity of the ideal MHD equations. Violating the div B = 0

constraint leads to loss of momentum and energy conservation.)

(3) Ultimate goal is to establish a competitive capability in MHD/Plasma Technology for

aerospace applications.

54

Cycle Model of Turbofan Engine with MHD


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55

E i t l M th d f C d ti E i T t


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Experimental Method for Conducting an Engine Test

56

FUTURE PLASMA/MHD RESEARCH


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FUTURE PLASMA/MHD RESEARCH

Innovative research needed to continue advances in component development as well as to be able to

control the hypersonic environment within, on and near the vehicle, eg. thermal management

systems.

New design variables for the 21st Century will be based on our ability to exploit: flowfield electrical

and magnetic properties, take advantage of interdisciplinary synergies

--- Plasma Devices (plasma and applied electromagnetic fields). Vehicle control using plasmas. Shock-

wave control.

--- MHD (Magnetohydrodynamic) Flow manipulation (Russian AJAX). Ability to extract energy

from flowfield and use it as an asset, not a liability.

High Energy-Density Fuels for airbreathing engines

Dramatically lighter, more durable, high temperature TPS (thermal protection systems).

Control ofboundary layer transition.

IONIZER research into more efficient, low cost and low-weight ionizers.

Applications of MHD to Reentry Vehicle Control Extreme high temperatures and heat transfer

rates in shock layer of blunt-nosed hypersonic vehicle.

Ionization and subsequent conductivity of air in shock layer natural to consider electromagnetic

control of this class of flows. Prior analytical work indicates: a magnetic field applied to this conductive shock layer could use the

Lorentz force to increase drag (by opposing fluid motion) of vehicle, and by slowing the flow near

the surface, reduce heat transfer and skin friction.

Old Proposed Example MAGNETIC FLAP on Apollo capsule electromagnetic coil used to

produce lift and control moments.57

MAGNETOGASDYNAMIC POWER EXTRACTION:


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OSU Nonequilibrium Flow Code

Master equation for vibrational populations of N2 and O2

Boltzman equation for electrons

Nonequilibrium air chemistry including ion-molecule reactions

Nonequilibrium electron kinetics (ionization, recombination, and

attachment)

One-dimensional gas dynamics

Generalized Ohms law

Validated by comparing with electric discharge, shock tube, and

MHD experiments

Details in AIAA 2003-4289 58


59/97

Plasma and MHD Aerodynamics

Micro-Flow Control Input O() Effect O(1)

Large Scale Flow Control Efficiency >> 1 required

Thermal Energy Deposition Electrostatic forces for low speeds

Lorentz force for higher speeds

Maslov et.al. - Vortex Sep. Control Cybyk et.al. SparkJet

Leonov et. al. Airfoil BL Control Starikovskii et. al. Airfoil BL Control

Bobashev et. al. MHD BL Control

Significant interest in low-speed apps. Corke et. al. Overview of DB Actuator

Enloe et. al. DB Actuator Physics

Kolesnichenko et. al. Drag Reduction Timofeev et. al. Sliding Discharge

Khodataev et. al. - wave efficiency Macheret et. al. MHD Lift generation

59

MHD Energy Bypass with a Conventional Turbojet:MAGNETOGASDYNAMIC POWER EXTRACTION AND FLOW CONDITIONING


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MAGNETOGASDYNAMIC POWER EXTRACTION AND FLOW CONDITIONINGFOR A GAS TURBINE

(In partnership with Ohio State University.) !!!

This Mach 7 (projected) Engine (an AJAX-like development) is based on the combination to twoproven technologies(each over 50 years old) : (1) Deceleration of an artificially-ionizedsupersonic/hypersonic stream by applied magnetic fields (MHD) and, (2) Turbomachinery.

Note that the turbomachine operates over the entire Mach number range (0-7) (ie. no dead-weights, no mode-transition!).

Additional Information is available at:

(1) AIAA Paper 2003-6922, presented at 12th AIAA International Space Planes andHypersonic Systems Conference, 15-19 December, 2003/Norfolk, VA.

(2) S.N.B. Murthy and I.M. Blankson, MHD Energy Bypass for Turbojet-Based

Engines, IAF-00-5-5-05, presented at 51st International Astronautical Congress,October 2-6, 2000, Rio de Janeiro, Brazil

(3) Magnetogasdynamic Power Extraction and Flow Conditioning for a Gas Turbine,AIAA Paper 2003-4289 (Also NASA/TM 2003-212612).

(4) US Patent (6,696,774 B1, 2004) Magnetogasdynamic Power Extraction and FlowConditioning in a Gas Turbine. (Issued to Blankson and Schneider) 60

Technology Maturation Perspective on SFW and ERA ProjectsTechnology Maturation Perspective on SFW and ERA Projects


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61

TRL NASA Definition (NPR 7120.8)

9 Actual system flight proven through successful mission operations

8 Actual system completed and flight qualified

through test and demonstration

7 System prototype demonstrated in operational environment

6 System/sub-system model or prototype demonstration

in relevant environment

5 Component and/or breadboard validation in relevant environment

4 Component and/or breadboard test in laboratory environment

3 Analytical and experimental critical function,and/or characteristic proof-of-concept

2 Technology concept and/or application formulated

1 Basic principles observed and reported

ERA

Project

SFW Project

(other fundamental)

Propulsion Airframe Integration


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p g

Lord, Sepulveda, et al

Fuel Burn Fuel Burn

Fan Diameter

Noise

(Higher FPR) (Lower FPR)Low

High

Noise

TSFC

Fuel Burn

GTFAdv GTF~ 2018

Weight& Drag

Turbofan

PAI Challenges Increase

UHB Installation that minimizes or avoids performance penaltiesIncreased size of system may drive need for alternate configurations

Increasingly large diameters present increasingly difficult installations for conventional low wingconfigurations, and may require alternate configurations/installations to take advantage of

propulsive efficiency

. significant vehicle level trade space to explore

Proposed Task Approach

A h


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Approach;The overall objective requires the accomplishment of several tasks: (2-year research and 2-year build and test follow-on).

1. CE/SE MHD Code development for multidimensional flows.

2. CE/SE MHD Code development incorporating viscous and real-gas flows.

3. Conduct cycle analyses to establish the operating conditions for a jet engine cycle, that are optimal for kinetic energy

transfer from inlet air to a downstream location in the engine.

4. Establish a model for a jet engine with energy bypass for determining the design and operating conditions in which the

thrust-to-weight ratio, thrust per unit mass of fuel consumption, and effectiveness of energy utilization are

maximized;

5. Establish the resulting engine thrust to weight ratio and thermodynamic efficiency, using electrical conductivity, magnetmass, and MHD energy conversion as some of the parameters. Conduct a preliminary design for the scheme.

6. Conduct laboratory scale tests to experimentally establish the efficiency of the MHD conversion of the kinetic energy of

the externally ionized gas in the proposed scheme.

7. Outline a method of conducting a test on a jet engine for demonstrating and assessing the performance of a MHD energy

bypass system incorporated into a jet engine. The jet engine under consideration is the existing Allison J-102

Relationship to Other Work and CollaborationsA preliminary assessment of this concept has shown feasibility. Major efforts are needed in the design of the ionizer. Theconcept is a novel approach for optimum design of combined-cycle engines that incorporate turbomachinery and MHD.

This is essential to aeronautics and especially to Glenn Research Center because of the incorporation of turbine engine

cycles into this integrated turbine-MHD configuration. The Power and On-board Propulsion Division has numerous

programs in electric propulsion for in-space applications as well. This research is directly related to ongoing work in NASA

and industry (see attachment) to develop both low-cost alternatives for access-to-space, and novel concepts for high Mach

number propulsion an airframes exploiting MHD and plasmas.

OSU: model and calculation scheme on a parametric basis for the interaction between a weakly ionized air stream and anapplied magnetic field, when the ionization is undertaken with different means (e.g. High energy microwaves, electron

beam,) SANDIA: Microwave ionization technology. IVTAN (Russia) Pulsed Microwave ionization.

63

Proposed Work for FY2003


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Proposed Work for FY2003

FY2006 (I) Year 1

- Make improvements to CE/SE Code for viscous and 3-D flows and Test

MHDcodes using known results.

Incorporate Boltzman and Poisson solvers in CNPD code

Develop master equations for vibrational levels of air

It is desired to develop in-house, a numerical capability (CFD code) tosimulate the above phenomena under a single code platform thatcombines electromagnetics and classical and real gas dynamics.

Refine operating conditions for a MHD bypass turbo-jet cycle.

Development of INLET system for Bypass Engine from Mach 0 7.

In phase-I of this work we intend to study MHD interactions with inletprocesses in a simple two-dimensional or axi-symmetric geometries usingCE/SE code.

To formulate the technical conditions for the feasibility of the MHD Bypassengine cycle that incorporates a gas turbine powerplant. 64

APPLICATIONS SPECTRUM


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APPLICATIONS SPECTRUM

Turbine

Engines

Aircraft & Missiles

Mach 0-3

Today

Turbine

Engines

Aircraft & Missiles

Mach 0-3

Today

Combined Cycle Engines (Cruise)

w/Hydrocarbon/Hydrogen

Powered Scramjets

Hypersonic Intercept

InterceptorMach 10+

100,000 ft Cruise

Mid-Term

LRC

Combined Cycle Engines (Accelerator)

w/Hydrogen Powered Scramjets

Access to Space

Aircraft Mach 8-15

Orbit Flexibility

Increased Payload

100,000 ft Cruise

Far-TermNear-Term

LRC

Fast Response Standoff Weapon

Rapid Response Standoff (100s of miles)

Mach 5-8 Scramjets

Mach 0-5 Turbine Accelerators

Turbine Accelerators

Hydrocarbon Scramjets

LRC

Rapid Strike / Recce Air craft

Rapid Global Response

Increase Sortie Rate

Mach 5-10

NASA Spinoff Capabilities Naturally

Support DoD Applications

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Exoskeletal Engine Cutaway View


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66

A FEW CHARACTERISTICS OF THE HYPERSONIC


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FLOW FIELD Definition of Hypersonic Flow: ----- Mach number

(Velocity Energy/Temperature Energy) ~ M squared

Energy in the Flowfield --- KE of Space Shuttle at Reentry =1/20th Energy ofHiroshima Bomb. KE is dissipated in about 15 minutes (ballistic entry). Could exploitlifting reentry but requires higher L/D.

High stagnation temperatures, high heat transfer to vehicles, Viscous interaction,shock-boundary layer interaction ( stagnation Enthalpy curve, Edneys chart, X-15

Pylon)

Real-gas effects (M > 8): Changes in gas characteristics around vehicles, changesin chemical constituents of air

NEW PARADIGMS: (1) Speed, Global Range from CONUS

Airbreathing vehicles (Mach 0 - 10+?)

Transatmospheric options (Mach to 25)

(2) Thermal management for slender air-breathing vehicles.67

WHATS NEW! RESEARCH AND DEVELOPMENT FOR

SUSTAINED AIRBREATHING HYPERSONIC FLIGHT


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SUSTAINED AIRBREATHING HYPERSONIC FLIGHT

COMPONENT OPERABILITY OVER ENTIRE MISSION MACHRANGE.

Long-duration hypersonic flight for slender lifting vehicles. Aerothermal load prediction methods and validation. Prediction of complex

shock-wave systems, shock/boundary layer interactions, wake interactions,

flow separation interactions evolving spatially and temporary.

Six -degree-of-freedom dynamic motion - hypersonic vehiclemaneuverability and agility. Vortex dynamics under high-enthalpy, viscous

non-equilibrium chemically reacting conditions. Unsteady aerodynamicscharacteristics of maneuvering hypersonic flight vehicles.

Boundary-layer transition - a critical aspect of hypersonic flight vehicle

design.

68

PROPULSION/AIRFRAME INTEGRATION

: Some aspects of Vehicle Design


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The need to carefully integrate the propulsion system with the vehicle airframe for optimumoverall performance is a fundamentalrequirement of air-breathing hypersonic vehicles.

API/PAI consists of all aspects of how the propulsion system is integrated into the vehicle

including, type and location of inlets, nozzles, and engine cycles.

For the MACH 4 8 air-breathing missile, additional elements of integration include: structures,warhead, controls, guidance, and launchers.

Thermal management is another aspect of propulsion integration and is critical to defining a

practical hypersonic vehicle concept since the fuel is usually the only heat sink available at

hypersonic speed.

Other aspects of API include:

Non-Intrusive Diagnostics (Interference-free experimental data, ie. Without fouling the

experiment).

Ability to extrapolate W.T. to Flight using Test Data that lacks Simulation of key Parameters.

Ability to Validate design Methodology with Flight data.

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Propulsion SystemsPropulsion Systems


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Propulsion system improvements require advances in propulsor and core technologies

Alan EpsteinPratt & Whitney Aircraft

CoreImprovements(direct impact on LTO NOx)

Propulsorimprovements

Propulsor TechnologyPropulsor Technology


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Ultra high bypass ratio propulsorDucted v Unducted trade, noise v efficiency

Concepts

Ducted UHB

short inlets, laminar flow nacelles SMA variable area nozzle

soft vane, over-the-rotor treatment

Unducted UHB (Open Rotor) increased rotor spacing, lower blade count

Embedded for boundary layer ingestion inlet flow control, distortion tolerant fan

Challenges

Open Rotor - reduced noise whilemaintaining high propulsive efficiency

Ducted UHB - nacelle weight & drag with

increasing diameter

Addressing N+2 Performance Fuel Burn

Technical Challenges


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Technical Challenges

Distorted inlet flowpropagated to fan-face forhybrid wing vehicleembedded engine,highlighting challenges infan design and operation.

Boeing and NASA Finding:Noise and fuel burn benefits to HWB aircraft withembedded engines

Challenges: system weight, engine aft noisepropagation, and engine-out maneuverability

Recommendation:Shorten and move engines forward and reduce offset,while retaining BLI


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APPROACH: COUPLED GROUND-TEST (HTF),THEORETICAL WORK, AND FLIGHT-TEST

INTEGRATION-IN- STEPS: INTERACTIONS TESTING: Build-up

Methodology, 5 Configurations to be tested (combustor, combustor+isolator,combustor+isolator+inlet, combustor+isolator+inlet+nozzle , complete

engine(vehicle).

TURBO-RAM TRANSITION.

SCRAMJET SCALING: -- issue is lack of a set of scaling parameters for

scram engine components and engine as a fully integrated system.

ANALYTICAL AND COMPUTATIONAL METHODS DEVELOPMENTFOR PAI

FLIGHT PERFORMANCE: use offull scale flight - test article.73

MOTIVATION ( Vehicle Scaling,..)


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(II) The technology of integration is of unique significance in the development

of hypersonic vehicles where each component affects every other component.Unfortunately, engineering practice usually leads to a subdivision by components

in the design, development, and manufacturing processes; so that the

technology of integration is not well-advanced.

Consequently, the development of a hypersonic vehicle requires

an investigation and demonstration of an integrated design.

(I) There exists a critical need for an airbreathing hypersonic research vehicle

that can be used to demonstrate integrated aerodynamic, propulsion, and

structural technologies for hypersonic vehicle design and to develop a research

database for reducing the risk involved in the development of operational

hypersonic vehicles. (Ideally an air-breathing X-15, X-43 is first step)

74


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Turbo-electric Distributed

Propulsion

75

SFW System Level Metrics. technology for dramatically improving noise, emissions, & performance


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N+1

N+3

Approach- Enable Major Changes in Engine Cycle/Airframe Configurations- Reduce Uncertainty in Multi-Disciplinary Design and Analysis Tools and Processes

- Develop/Test/ Analyze Advanced Multi-Discipline Based Concepts and Technologies

- Conduct Discipline-based Foundational Research

N+2

CORNERS OF THE

TRADE SPACE


Conventional

Tube and Wing

(relative to B737/CFM56)


Unconventional

Hybrid Wing Body

(relative to B777/GE90)


Advanced Aircraft Concepts

(relative to user defined reference)

Noise- 32 dB

(cum below Stage 4)

- 42 dB

(cum below Stage 4)

55 LDN (dB)

at average airport boundary

LTO NOx Emissions

(below CAEP 6)-60% -75% better than -75%

Performance:

Aircraft Fuel Burn-33%** -40%** better than -70%

Performance:

Field Length

-33% -50% exploit metro-plex* concepts

*** Technology readiness level for key technologies = 4-6** Additional gains may be possible through operational improvements* Concepts that enable optimal use of runways at multiple airports within the metropolitan area

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Turboelectric Distributed Propulsion / HWBadvantages


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Fuel Burn and Emission: 2 large engine cores and multiple motor-driven fans give very high bypass ratio.

Higher propulsive efficiency via spanwiseBLI and wake fill-in High engine core inlet pressure recovery

Field Length: Direct spanwise powered lift

using low pressure fan air

Noise: Low community noise due to low pressure

fans, airframe shielding, climb & descentprofile Low core jet exhaust noise

Low cabin noise due to remote location ofpropulsion systems

The turboelectric approach contributes toevery corner of the NASAs SFW N+3 trade

space!

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Possible advantages of using aturboelectric drive system on anarbitrary platform


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arbitrary platform

Decoupling of the propulsive device from the power-producing device -> High performance and design flexibility

High EBPR -> High fuel efficiency

Speed of the power turbine shaft in the turbine engine isindependent of the propulsor shaft speed. -> Electrical systemas a gearbox with an arbitrary gear ratio

Minimal engine core jet noise due to maximum energyextraction

Symmetric thrust with an engine failure

Asymmetric fan thrust using fast response electric motors

Cryogenic H2 as fuel and cooling fluid for superconducting

system

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Turbo-electric Distributed Propulsion Vehicle (N3-X)


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N2A

N3-X

CESTOL

SAX-40

79

Turboelectric Distributed Propulsion (TDP) Aircraft Roadmap

2010-11 2012-13 2014-15 2016-17 2018-19 2020-21 2022-23 2024-25 2026-27 2028-29 2030-31

Decision

Decision


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8080

System Analysis

Inlets w/BLI, Core

T-electric Core/Gen

Propulsors

Acoustics

ControlAeroelastic

Flight Demo

TRL 6TRL 4/5TRL 3Overall

N3-X System Model

N2B System Model

Cycle Analysis

Weight Analysis

Mission Analysis

Noise AnalysisFlutter Analysis

Cost Analysis

Other Vehicle Config.

Refine system analysis

Performance & Wt.

Fan/Prop Performance

Fan/Core/Shielding/jet-2-jet

Vectored/differential thrust

Wing-tip Core/Generator

~19

4

feet

~19

4

feet

55 LDN @ airport

boundary

Dryden PIK-20

Due to engine core / propulsor (fan)

decoupling effect, many of these are/could be worked simultaneously.

Decision to proceed?

Other fuel/cooling choices (LNG, LH2,..)

??

DecisionDecision


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Ioffe Institute Ballistic Range Tests Showing Effects of Weak IonizationVelocity = 2000 m/s

Without Pre-ionization

With Pre-ionization

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National Aeronautics and Space Administration


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www.nasa.gov 82

Potential Applications of HypersonicVehicles


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Air-breathing Hypersonics ResearchIssues

CFD: External/Internal Flows


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CH4+3/2 CO2CH4+3/2 CO2-->CO+ 2H2O>CO+ 2H2O

CO+1/2O2CO+1/2O2 -->CO2>CO2

Kf=1.2x10e10 Kb=5x10e8Kf=1.2x10e10 Kb=5x10e8

SiH4 + 5O2SiH4 + 5O2 --> SiO2 +> SiO2 +

4H2O4H2O

Engine/airframe integrationHigh efficiency inlet

Starting/unstarting

Unsteady flows

Finite-rate chemistry

Fuel selection and handling

Piloting and enhancers

Nozzle reactions

Engine/attitude coupling

Engine selection - combined cycles

Internal flows

Fuel injection and mixing

Multimode operation

Leading edge physics

Shock location

Off-design aerodynamics

Sharp leading edge heating

Advanced materials

Boundary layers (transition, etc.)

Aircraft/Spacecraft maneuvering and reentry

Downrange, in Mm

Alt.

In km

Trajectory selection

Periodic cruise

Multi-staging

Off-design optimizationTransonic drag

Landing/takeoff

Validation above M=8

Hypersonic Stability and Control

Structural Concepts and ActiveCooling.

Materials: long-life, high temperature,re-usable. TPS.

Airbreathing propulsion:scramjet performanceflowpath optimization

installed performanceengine/airframe integration

TEST FACILITIES !!!!!!!

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Design Challenges Encounteredfor Airbreathing Hypersonic Vehicles


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Mass capture, contractionlimits in inlet

Cowl lip dragand heat transfer

Isolator performanceand operabilityBoundary layer

transition in inlet

Balanced engine/airframe forcesover entire speed regime

Nozzle over-expansionat transonic speeds

Nozzle recombinationlosses

Fuel injector drag, mixingand heat transfer External burning ignition

and flameholding

Component Operability over entire mission Mach range! 85

PROPULSION/ AIRFRAME/CONTROLS


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INTEGRATION ISSUES ADDRESSED AT NASA

Being worked in R & T base program

Ground effects at take off

Transonic drag, base drag reduction

Forebody design; flow uniformity, boundary layer transition

Nozzle design; flow chemistry, 3-D effects

Static/ dynamic stability, controls effectiveness

Off-design effects; reduced power, inlet unstart

Installed performance prediction

test techniques, powered models nose-to-tail analysis using CFD

Forebody/ nozzle integrated propulsion tests

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Flow Path Optimization


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Validity/ accuracy of numerical methods is key factor (especially at

conditions of maximum sensitivity)

Forebody/ inlet interactions Forebody performance (non-isothermal wall)

Forebody sensitivity (pitch, yaw, drag)

B/L state; Shock/ B-L-interaction.

Internal engine flowfield

Inlet distortion

B/L entering combustor

Non-uniformity and chemistry of flow exiting combustor

Nozzle/ afterbody interaction

Engine exhaust stream influence on aftbody

Assessment and control of aftbody performance.

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I t ll d P f A t


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Installed Performance Assessment Maximum sensitivity/uncertainty at:

Transonic speed

Hypersonic powered flight M > 5 Ground effects at takeoff (for canister-mounted vehicles)

Powered configuration testing

Usually done with small subscale models

Scaling of ground data to flight ((viscous flows, chemistry

(real gas effects, etc.))

Ground-test vehicle and flight vehicle are same size and shape

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www.nasa.gov 89


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Subsonic/SupersonicPropulsionR h


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Research

Collaboration Opportunities in the NASACollaboration Opportunities in the NASASubsonic Fixed Wing ProjectSubsonic Fixed Wing Project

SubsonicandSupersonicPropulsion(Gasturbineresearch(newtopicssuchasWeaklyionizedPlasmastoturbineblades),ExoskeletalEngineConcept,

Embeddedpropulsion,DistributedPropulsion,TurboelectricPropulsion

ApplicationofWeaklyionizedPlasmas(plasmasinaeroandspace,plasma

aeroflowcontrol,plasmaassistedignitionandcombustion,fuelreforming

byplasma,

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Advanced Turbine Cooling

Coolant location


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ObjectiveHigh-performance engines demand increasedturbine inlet temperature and reduced turbinecooling while maintaining durabilityAt high blowing ratios, round film coolingholes become ineffective due to jet lift-off

Proposed alternative to expensive shapedholes is the Anti-Vortex ConceptImproved cooling effectiveness can reducecooling required for given turbine inlet tempComputationally and experimentally developand demonstrate improved turbine film cooling

concepts, including Anti-Vortex Concept

Jet lift-off

Top View

Flow Direction

Front View

Side View

Anti-Vortex Film Cooling Concept

Baseline Coolant Coverage(hot wall)

Anti-Vortex Coolant Coverage(cool wall)

Coolant locationdownstream of hole


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Location: Cleveland, Ohio

Civil Service FTE: o ~ (1750)

Glenn Two Campuses Working Together toAchieve NASAs Mission


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Plum Brook Station

Civil Service FTE: o (1750)On-Site Contractors: o ~ (1200)Total Area: 350 Acres

Location: Sandusky, Ohio

Civil Service FTE: 15On-site Contractors: 75Total Area: 6400 Acres

Lewis Field Main Campus

Combined current replacement value is $2 to $3 billion dollars94


FY12FY10 FY13FY11FY09FY08

Hypersonic Project: TBCC Discipline Roadmap

FY12FY10 FY13FY11FY09 FY14Fiscal-Year


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www.nasa.gov

TBCC Design, Analysis & Dynamic models

TBCC Dyn. Sim.

Model Dev. (Spiritech)

Mode Transitioning for

Dual Flow TBCC

TBCC Integrated Flowpath Tech.

CCE Mode Transition TestingInlet Mode Transition

w/ control

Controls Modeling, Development & Demonstration

Inlet

Characterization

TBCC Component Technology

Fan Operability & Inlet Distortion Compare DistortionCFD to Data

TBCC Bleed modeling15 x 15 bleed

experimentsBleed modelenhancement

Fully Integrated

TBCCInlet Dynamics

Test

RELEVANT MILESTONES FROM CONTROLS DISCIPLINE

Inlet Engine ModeTransition w/ control

Combined Cycle Propulsion System Design Tools& Dynamic models validated

Combined Cycle Propulsion InletDesign Tools Evaluated

Pre-test Predictions

w/distortion)

Validated Bleed Model

Engine SLS)w/ CCE Nozzle

Assess Flowpath Integration

Tools for TBCC ASSESS Design and

Dynamic Models)

Assess Mode

Transition Process

Altitude direct

ConnectEngine (s) test

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Interactive Analysis for Propulsion - Airframe Integration

Objective


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Scale RTC (Round-to-Circular)Inlet Model

Computed Mach Contours

InletBoundary Layer

Shock Wave

Separation

Computed Mach Contours

InletBoundary Layer

Shock Wave

Separation

Status

Preliminary GUI developed in Matlab, post-processingthrough Tecplot

Preliminary version of system operational on single PC/Windows XP : 1 million grid points in 2.5 minutes

Codes being tested and validated against scale Round-to-Circular (RTC) Inlet Test at Langley

j Develop interactive computer program for preliminary designand analysis of 3-D forebody-inlet and 3-D integrated nozzleconfigurations Parabolized-Navier-Stokes (PNS) solver for parameterizedgeometry.

Technical Approach:

Couple existing CAD, grid generation, 3D PNS solver, andgraphics programs on a single Windows PC using a Matlabgraphical user interface (GUI). Increase the accuracy of inlet/forebody design codes by

including the effects of shock/boundary layer interactions usinga high speed, 3D, PNS solver

Utilize tool to Screen Bleed configurations on CCE Test - reduce test

Bleed modeling is critical aspect ofthe CFD simulation of the low-speed

Bleed ModelingBleed Modeling


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t e C s u at o o t e o speedflowpath.

Objective is to be able to predict bleedrates and plenum pressures.

Bleed model should capture thespatial variation of the bleed rates

over the bleed region due to pressurevariations.

Bleed model should capture thevariation of the bleed rates due tointeraction of the terminal shock.This is especially important for thethroat bleed regions.

The variation in the bleed rate withback-pressure is what creates theknee in the inlet characteristic canecurve.

Bleed model should be capable ofsimulating constant-pressure andfixed-exit bleed plenums.

CFD simulations will explore the roleof bleed and the need for control ofbleed during inlet mode transition.

Isaiah M. Blankson- NASA GRC Research in Aerospace Propulsion with Potential Collaboration...

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